Internal-combustion engine



F. M. GUY. I INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG-6, l9I7- 1,327,202, Patented Jan. 6,1920.

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F. M. GUY. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUGn6y19l7| Patented J an. 6, 1920.

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FREDERICK M. GUY, OF JACKSON, MICHIGAN, ASS'IGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OF ONE-THIRD TO LEONARD J. MOELLER, OF DETROIT, MICHIGAN,

AND ONE-THIRD T0 FREDERICK R. SUNDEBMAN, OF NEWBUBGI-I, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. 56, 1920 Application filed August 6, 1917. Serial No. 184,694.

To all whom it may concern:

Be it known that I, FREDERICK M. GUY, a citizen of the United States, residing at the city of Jackson, county of .Jackson, and State of Michigan," have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a full and complete specification.

Myinvention relates especially to improvements in the "alves employed in internal combustion engines to control the ingress and egress of the gases.

One of its objects is to provide a rotary valve which can be perfectly timed so that its intake and exhaust ports will open and close hr such relation to the stroke of the piston, as to give the highest efficiency for said engine. I

Another object is to provide a valve with ports which'facilitate the ingress and exhaust of gases, with the least possible retardation.

Another object of my invention is to pro vide a valve for high speed engines, which will operate at a low enough speed to be commercially practicable and overcome defects found in former rotary valves.

Another object of my said invention is to provide by special construction means for reducing the friction on rotary valves caused by the pressure of the gases during the compression and explosion strokes of the piston, to such a low amount as not to unreasonably wear said valve, or interfere with its use with high speed engines.

Another object of my said invention, is to provide means for cooling the valve seat by the intake gas and for pro-heating said gas coming into said engine before it enters the cylinder, and facilitate its combustion. Another object of my said invention is to so proportion the intake and exhaust ports to the stroke of the engine as to attain the highest cfficiency in its operation at high speeds. j

I am aware that others have constructed and used rotary valves in the operation of internal combustion engines, but heretofore they have not been practicable on high speed engines such as automobile engines. on account of the friction and wear of said valves when operating at high speed.

I attain the foregoing objects, and others sions corresponding hereinafter set forth, by means of the special construction shown in the accompanying 5 5 drawings, in which. y

Figure l is a longitudinal sectional view of an internal combustion engine of the usual type, having my improved valve shown therein. p

Fig. is an end elevation, parts being omitted to illustrate the interior arrangement of the gearing.

Fig. 3 is adetail view of the valve seat showing the ports and cored out portions thereof.

Fig. 4 is a detail view of the valve showing the ports therein.

Fig. 5 is a section view of the ports in the valve and valve seat, showing the beveled sides thereof.

Similar letters and numerals refer to similar parts throughout the several views.

In illustrating my said invention, I have preferably shown it adapted to a four cycle automobile engine as in general use in which a cylinder '1 of usual construction has a reciprocating piston 2 adapted for operation therein. The piston 2 is connected by the usual crank with the crank shaft (not shown) and rotates it whenever operated by the explosion of the gases in the cylinder head in the usual way.

.Inthe cylinder head 3 I have provided a circular valve seat I. and within the area of said valve seat I have provided the four intake ports (1,5, 0 and (Z and the four exhaust ports 6. 7", g, and h. The intake ports extend from the chamber 10 (connected with the carburetor not shown) through the valve5 .80

seat and thus connect through the ports in.

seat with the exhaust chamber 11. I have preferably spaced these ports equi-distant about the center of said seat. and have constructcd them with inner and outer dimento arcs, and the sides of saidports corresponding to radii. I lliUB further beveled the sides of said ports, as shown, to produce the venturi opening as illustrated in Fig. 5 the purpose of which is more particularly described hereinafter.

Between the several pairs of intake and exhaustports in the valve seat, I have cored out portions of the face of the valve seat at 9, to a depth of 1-inch or more for a purpose W hereinafter explained.

Through the central portion of the valve seat-I have bored the hole 12 to form a journal for the valve stem 5 which rotates therein.

The valve member 6 is circular, and mounted upon the stem 5 as shown, and is slightly less in diameter than the surface of the valve seat and is ground to form a gas tight joint when seated upon said valve seat, and is designed to rotate in contact there with. I have shown four ports 1', j, 70 and Z "in said "alve, which are approximately the same shape and size as the ports in the valve seat hereinbefore described, and are also spaced equi-distant about the center of said a the crank shaft and operated thereby.

valve. It is designed that when the valve is rotated, the ports in the valve will register with the four intake ports in the valve seat at one portion of its rotation, and with the exhaust ports in the seat at another portion of its rotation. I have beveled the sides of the ports in the valve, as shown in Fig. 5, for-the purpose hereinafter explained.

To operate the valve and valve stem, I

have mounted the gear wheel 7 thereon as shown, and this in turn meshes with pinion wheel 8, in operative connection with the design shown, I have preferably shown the gear and pinion wheels so proportioned that the gear wheel and stem rotate once every time the crank shaft is rotated eight times. By this construction the valve is ro tated one-sixteenth of a turn at every-stroke of the piston, which I find sufficiently slow for practically adjusted, that at every fourth stroke of the piston the ports in the valve register over the exhaust ports in the valve seat, and at the succeeding stroke, they register over all of the intake ports in the valve seat. At the remaining two of the four strokes, the ports in the valve register between the ports in the valve seat, and over the cored out portions 9, thus closing said valveagainst ingress or egress of gas or air.

At 13 I have provided a ball bearing to receive the end thrust and pressure upon the closed valve and stem during the compression and explosion strokes, thus reducing the friction of rotation during those strokes, and relieving the valve and valve seat from undue wear caused ordinarily there by. The valve seat member which is cylindrical, forms a cylinder head, and the ball bearing which i. arranged at the outer end of the valve stem is interposed between the same and a cap, which is mounted upon the valve seat member. The gearing is lothe shaft on which located in and extends longitudinally of one of the Walls of the cylinder.

In I

all engines. The valve is so heretofore it has been impossible to use the rotary valve in engines operating at high speed, as the speed at which the valve was required to operate was too high and required too much power, and the friction caused by the pressure of the compressed and exploded gases duringv half of the rotation was so great that it wore the valve out too rapidly, and made it commercially impracticable.

It will be seen that in'my invention I have provided a valve which rotates at a much slower speed than the crank shaft. While I have shown it as operating at one-eighth that of the crank shaft, it will be apparent. that the same style may be varied so as to operate it at one-twelfth, or one-sixteenth engine speed, by changing the sizes and number of teeth in the gear and pinion wheels driving it, and by varying the num ber of port openings inthe valve and valve seat.

It will also be seen that I have greatly reduced the friction by coring-out portions of the valve seat at 9, and by this construction, when the valve is closed during the compression and explosion strokes at which the greatest pressure is developed, the compressed gases are permitted to enter'this cored out space in the rear .of the valve, and thus exert an-equal pressure on the back of the valve, balancing the pressure on the faceof the valve over an equal area. While in practice I find that a cored out portion equal to one-third of the area will produce satisfactory results, it will be apparent from the drawings that nearly fifty' per cent. of the area of the valve seat may be cored out if it is desired, or becomes necessary in any particular case to thus further reduce the pressure against the face of the valve.

It will also be seen designed to carry the end thrust of the valve and stem receives a large part of the pressure, and thusreduces the friction, and the power necessary to rotate said valve, and the consequent wear, and also minimizes the variation in the wear which ordinarily would be caused by the sure at different portions of the rotation.

The cored out portions of the valve seat perform a further useful purpose during the intakestroke, as the suction caused by the stroke of the piston, withdraws portion of the air or gas in this space in the rear of the valve, and tends to form avacuum. As the pressure consequently is less in the rear of the valve than on the face, the difference will hold the valve on its seat, resisting the that the ball bearing.

variation in pres- In high speed engines where the intake,

and :exhaust of the gases occur so man times in a minute, it is essential that the and the retardation is only one-fourth what haust. chamber 11. By

time,

it would' be if the gases were required to pass through one port. Again, by employing the venturi form of port, with the beveled sides, the gases have the largest possible opening to passinto when they first start, and while their momentum is at the lowest, and after they have passed the throat of the valve port, the form of the port permits the gases to expand, and thus reduce the pressure, so that they do not tend to hold back the gases which are following in through the same port. This construction greatly facilitates the quick and rapid intake and exhaust of the gases, and greatly increases the efiiciency of my said valve. Y

It will further be seen that I have greatly facilitated the operation of my said engine, by placing the intake gas or'fuel chamber 10 directly between the cylinder, and the exthis construction, the fresh fuel gas tends to cool off the cylinder, and on the other hand the cylinder on one side, and the exhaust chamber on the other pre-heat the fuel gas, so as to make it lighter, and more fluid, and more readily drawn within the cylinder, and at the same greatly-facilitate the combustion of the gas, and is a great assistance in winter to overcome the weather difliculties.

In the construction of my said valve and ports, I have given great care to the proportion of the rotation of the required to give the highest efliciency to the operation of the engine, and I find, .as shown in my illustrations, that the most efficient operation is attained when I give 16;,- degrees to the explosion stroke of the engine; 28% degrees to the exhaust stroke; 23",;- degrees to the intake stroke; and 20;:- degrees to the compression stroke. a

' Having thus described my invention, what I claim and desire to secure by Letters Patent, is the following:

1. In an internal combustionengine,- the combination of a cylinder; a reciprocating piston within said cylinder; multiple intake ports and multiple exhaust ports in the cylinder head; a rotary valve having multiple ports connected with and operated by the piston; cored out pockets between the ports in the cylinder head arranged to expose the inner face of the valve to the pressure of the gases on the compression and explosion pressure on the said purposes described. I

the temperature is high enough to valve which is in the cylinder connected with the exhaust ports in the valve seat;jeorre'sponding ports in the valve adaptedto cover and .uncover tween the ports in said valve. seat arranged to expose the inner face of the valve to the pressure of the gases on the compression and said ports; cored out portions-'beexplosion strokes to equalize the pressure on v the said valve, for the purposes described.

3. In an internal combustion engine; the

combination of a rotary valve rotatably mounted on a stem journaled in a bearing in the cylinder head; a gear wheel on "said stem; means for operating saidqgear wheel synchronous with the piston stroke; a valve seat; multiple intake ports and multiple exhaust ports in said valve seat; cored out pockets between said ports in the valve seat arranged to expose the inner face of the valve to thepressure of the gases on-the compression and explosion strokes to equalize the pressure on the said valve; miiltiple ports in the valve adapted to cover and un cover said intake, exhaust ports, and cored out pockets; at different portions of its revo-' lution, purposes described.

substantially as shown and for the substantially as shown and 4. In an internal combustion engine, the

combination of a cylinder; a valve seat in the cylinder head; a valve stem journald centrally of said valve seat; a gear on said stem; a valve on said stem; a reciprocating piston within the cylinder; means connected with said piston for operating said gear, stem and valve synchronous with sand piston according to a predeterminedratio; multiple intake ports in the cylinder proportioned in the cylinder also proportioned to said ratio; multiple ports in the valve likewise proportioned to said ratio; said valve ports being so disposed about the center as'to unto said ratio; multiple exhaust ports cover all of the intake ports at a certain portion of its revolution; to uncover all of the exhaust ports at other portions of its revolution; and to cover all of said ports during the remaining portion of its revolution; cored out pockets between the ports cylinder and arranged to expose the inner face of the'valve to the pressure of the gases on the compression and explosion strokes to equalize the pressure on the said valve.

In an internal combustion engine, a valve seat in the cylinder head; a valve stem jourualed in the cylinder head centrally of said valve seat; four ports in said valve seat and head equi-distant connecting, said cylinder with the fuel gas chamber; four ports'in said valve seat and oylinder-head said stem in contact with said valve seat, 1

saidpockets being arranged to p s he inner face of the valve to th 'pressure of the gases on the compression and explosion strokes to equalize the pressure on th v lv four ports in said valve equi-distant; means for operating said valve to successively uncover the exhaust ports, the intake ports and the pockets in the valve seat at predetermined portions of its revolution, substantially as shown, and for the purposes described.

6. In an internal combustion engine, th combination of a cylinder, a piston operat ing within the cylinder, a cylindrical Valve seat member secured to the cylinder at the :explosion end thereof and constituting a ,cylinder head and provided with a valve ;seat and having multiple intake and multiple exhaust ports, a rotary valve fitted against thevalve seat and having multiple ports, a valve stem connected with the rotary valve and extending through the said valve seat member, a shaft extending longitudinally of the cylinder and located Within one of the walls thereof, a cap mounted on the valve seat member, and gearing arranged within the cap and located at the Outer face of the valve seat member and con-- necting the valve stem with the said shaft.

7. In an internal combustion engine, the combination of a cylinder, a piston operat ing within the cylinder, a cylindrical valve seat member secured to the cylinder at the explosion end thereof and constituting a cylinder head and provided with a valve seat and'having multiple intake and mult ple exhaust ports, a rotary valve fitted against the valve seat and having multiple ports, a valve stem connected with the rotary valve and extending through the said valve seat member, a shaft extending longitudinally of the cylinder and located within one of the Walls thereof, a cap mounted on the valve seat member, gearing arranged within the. cap and located at the outer face of the valve seat member and connecting the valve stem with the said shaft, and an end thrust ball bearing interposed between the outer end of'the stein and the said cap.

8. In an internal. combustion engine, the combination of a cylinder, a piston operating in the cylinder, a detachable head for thecylinder comprising at its lower end a valve seat member having a plurality of intake ports and a plurality of exhaust ports, a rotary valve seating on the lower surface of said valve seat member and having a plurality of ports for opening and closing said exhaust and intake ports, a common exhaust passage formed in said cylinder head and leading out from same, and individual exhaust passages leading from the exhaust ports to said exhaust passage, a chamber immediately above the valve seat member extending over substantially the entire area of the same and communicating with the several intake ports in the valve seat and constituting intakepassage for the fuel mixture which also serves as a cooling chamber for the valve and valve seat due to the flow of the relatively 0001 intake nnxture over substantially the entire upper surface of said seat.

In testimony whereof, I have signed the foregoing specification, in the presence of two witnesses, at the city of Jackson, Michigan, this 31st day of July, 1917."

FREDERICK M.'GUY.

l Vitnesses v V. T. SHAW,

M. SWEDENSKY. 

